KR20180014811A - Train control device - Google Patents

Abstract

The train position detection section of the train control apparatus according to the embodiment detects the travel position of the train. The storage unit stores the running position of the train to which the current collecting apparatus is connected. Thus, the on-vehicle control unit refers to the position of the train and the storage unit, and when the train travels on a predetermined section including the alternate position, the train travels in a predetermined section in the other section. Deterioration in ride comfort due to interruption of braking, damage to the cords due to arc discharge and damage to the third rail can be reduced.

Description

Train control device

An embodiment of the present invention relates to a train control device.

The railway vehicle is provided with a motor for driving the vehicle, a vehicle control device for collecting electric power from a wire or a third rail, converting the electric power into a required voltage and current, and supplying it to the motor.

In such a railway vehicle, it is desired that the pantograph or the home telephone (power collecting shoe) suppresses the generation of a line separated from the trunk line or the third rail, so that the power supply to the motor or the electric device in the vehicle is continued.

Japanese Patent Application Laid-Open No. 2011-78185 Japanese Patent Application Laid-Open No. 2013-251953

By the way, if an iron wire occurs, a momentary power failure occurs in the train. If an elevation occurs during a backstroke, sudden backwardness is cut off, the acceleration changes, and the ride quality deteriorates. In addition, there is a possibility that the speed may fall and it may not be adjusted to the next arrival time of the station.

When an alternating current occurs in the regenerative braking, the regenerative power can not be restored to the line, and the regenerative brake is not heard. To compensate for the lack of the braking force, the braking force fluctuates when the mechanical brake is increased or the output is increased There is a possibility that the ride feeling may deteriorate. In addition, as the power can not be regenerated, the energy consumption also increases. In addition, there was also a possibility that the arc line or the third rail would be damaged due to the arc discharge occurring between the line and the current collecting device when the line was reversed or under regenerative braking.

When the acceleration occurs due to the occurrence of an alternating line during the backward movement, if the driver is the driver, it is possible to perform an operation of returning the backward movement to the backward movement. However, in the case of the train equipped with the Automatic Train Operation (ATO) There is a possibility that a large current (inrush current) flows at the time of resetting, thereby adversely affecting the apparatus.

The object of the present invention is to provide a train control device capable of reducing riding feel due to backward stroke of an alternating line and interruption of regenerative braking, .

The train position detection section of the train control apparatus according to the embodiment detects the travel position of the train.

The storage unit stores the running position of the train to which the current collecting apparatus is connected.

Thereby, the on-road control section refers to the traveling position and the storage section of the train, and when the train travels on a predetermined section including the alternate position, the on-train control section causes the train to run in a predetermined section.

1 is an outlined explanatory diagram of a train equipped with a train control device according to the embodiment.
2 is a schematic block diagram of a train control system having a train control device according to an embodiment.
3 is a flowchart of the operation of the embodiment.
Fig. 4 is an explanatory diagram of the calculation of the travel plan when there is no line information.
Fig. 5 is an explanatory diagram of the calculation of the travel plan when there is the line information.

Next, the embodiments will be described in detail with reference to the drawings.

1 is an outlined explanatory diagram of a train provided with a train control device according to an embodiment.

The train 1 is constituted by vehicles 10A and 10B which are electric locomotives and vehicles 10C and 10D which are electric cars.

The vehicle 10A and the vehicle 10B each have a pantograph 15 as a current collector and are driven by electric power supplied from a line OCL and constitute a track circuit by the wheels 16A and 16B And can travel while communicating with the ATC ground device AG on the line RW.

2 is a schematic block diagram of a train control system having a train control device according to an embodiment of the present invention.

In Fig. 2, for easy understanding, the vehicle 10A will be described as an example.

As shown in Fig. 2, the vehicle 10A includes a train control device 11, a main circuit device 12, a control transfer device 13, a brake control device 14, A pantograph 15 as an apparatus, wheels 16A and 16B, and a motor 17. [

The train control device 11 includes an ATC on-board device 21 for outputting a first brake instruction B1 for controlling (decelerating control) the speed of the train below the limit speed in cooperation with the ATC ground device AG, The speed is detected based on the TG pulse from the speed generator (TG) 22, and the traveling position of the train is detected by interacting with the position detecting cage 23 and the position detecting cage box 61 , And a speed position detection section (24) for outputting speed position detection information (VP).

The train control device 11 also includes a storage section 25 for storing route conditions, driving conditions, vehicle performance, a position where the pantograph 15 is deviated from the guard line and the date and time, and storage information of the storage section 25, In order to control the operation of the vehicle 10 based on the signal display (information) SG received from the ATC on-board device 21 via the line RW and the power receiver RD, An ATO device 26 for outputting a second brake instruction B2 and a time unit 27 having an RTC (Real Time Clock) function and for displaying the current time and outputting it as current time information NT.

The main circuit device 12 includes a circuit breaker 31 for shutting off power from a cantilever supplied via a pantograph, a filter reactor 32 for removing noise of power supplied through the pantograph, a filter reactor 32 A filter capacitor 33 for eliminating noise and smoothing the supplied power by interacting with the first brake command B1 and the second brake command B2 based on a reverse command DR, a first brake command B1 or a second brake command B2 And a VVVF inverter (34) that performs power conversion of electric power from a power line or a regenerative electric power from the motor and outputs a cutoff detection signal (Sbk) when electric power from the line (OCL) is cut off, The motor 17 is controlled based on the reverse command DR and the brake commands B1 and B2 from the device 11. [

In the above configuration, the filter capacitor 33 and the VVVF inverter 34 constitute the main control device 40. [

The control transmission device 13 outputs the reverse command DR output from the train control device 11 and the first brake command B1 or the second brake command B2 to the main circuit device 12 or the brake control device 14).

The brake device 51 is based on the first brake instruction B1, the second brake instruction B2 and the regenerative torque generation amount information TR output from the VVVF inverter 34 transmitted through the control transmission device 13 And controls the brake device 51, which is a mechanical brake, to decelerate or stop the brake.

Next, the operation of the embodiment will be described.

Fig. 3 is an operational flowchart of the embodiment.

Fig. 4 is an explanatory diagram of calculation of travel plan when there is no line information. Fig.

At the time of the reverse start, the ATO device 26 refers to the storage section (step S11) and discriminates whether or not the line information corresponding to the scheduled travel route exists (step S12).

[1] If there is no line information corresponding to the scheduled route to travel

(NO in step S12), the ATO device 26 transmits the speed position detection information detected and output by the speed position detection section 24 The route information from the storage unit 25 to the next station read out, the driving information, the vehicle information, and the signal display information SG received by the ATC onboard vehicle 21 (Running curve) corresponding to the running plan (referred to as the highest-speed running plan) that arrives at the next station in the range that does not exceed the limit speed (the limit speed curve LLIM) (Step S13). Specifically, for example, a run curve LC11 corresponding to the maximum speed travel plan shown by the broken line in Fig. 4 is calculated.

Further, the ATO device 26 replaces the constant-speed running portion and the backward portion in the run curve LC11 corresponding to the maximum-speed running plan by another line, so that the train travels to the next station with as little energy consumption as possible, A run curve corresponding to the travel plan is calculated so as to stop at a predetermined position of the next station (step S14). Specifically, for example, the run curve LC12 corresponding to the travel plan shown by the solid line in Fig. 4 is calculated.

Subsequently, the ATO device 26 transmits the reverse command DR or the second brake command B2 to the control device 13 via the control transmission device 13, based on the calculated run curve LC12, that is, And then travels along the run curve LC12 calculated and output to the circuit device 12 and the brake device 51 (step S15).

In this case, the ATO device 26 may calculate and output the reverse command DR and the second brake command B2 so as to follow the train speed on the running curve (run curve) of the travel plan. Further, the ATO device 26 may output the reverse command DR and the second brake command B2 specified in the travel plan.

Further, the ATO device 26 calculates and outputs the reverse command DR and the second brake command B2 corresponding to the traveling mode (reverse mode / constant speed mode / differential mode / deceleration mode) in the travel plan You can.

When the reverse departure time is earlier or later than the scheduled time, the ATO device 26 is operated when the deviation from the running curve (run curve) is greater than a preset threshold during traveling, or when the ATC device 21 When the signal display information SG becomes inconsistent with the limit speed information read out from the storage means, the travel plan is calculated again from the current position, speed and time, and based on the latest travel plan, the backward / .

However, when an alternate line is generated during the retrograde of the train 1, the charge of the filter capacitor 33 constituting the main control device in the main circuit device decreases and the voltage difference from the line OCL becomes large, An excessive current flows to the circuit breaker 31 to cause the circuit breaker 31 to operate. Thereby, the VVVF inverter 34 constituting the main control device 40 transmits the cutoff detection signal Sbk to the ATO device 26 when detecting the interruption operation of the circuit breaker 31. [

Thus, the ATO device 26 determines whether or not the shutoff detection signal Sbk has been received while traveling along the traveling curve (run curve) (step S16).

If it is determined in step S16 that the cutoff detection signal Sbk has not been received (step S16; No), the process proceeds to step S18.

When the interception detection signal Sbk is received in step S16, the ATO device 26 outputs, as the edge detection information, a position (= an alternate position) and a generation date and time And stores them in the storage unit 25 (step S17).

In this case, it is possible to store an arbitrary number of the line detection information in accordance with the storage capacity of the storage unit 25, for example, up to the latest 100 can be stored.

Subsequently, the ATO device 26 determines whether or not it has arrived at the next station, which is the destination of the travel based on the travel plan calculated in the whole area (step S18).

In the determination of step S18, when the next station has not arrived yet (step S18; "No"), the process returns to step S15, and the same processing is repeated thereafter.

In the determination of the step S18, when it reaches the next station (step S18; Yes), the process is terminated. If the next station arriving is not the end point station, the process returns to step S11 to continue the process.

[2] If there is line information corresponding to the scheduled route to travel

Fig. 5 is an explanatory diagram of the calculation of the travel plan when there is the line information.

When there is the alternative information corresponding to the scheduled travel route (step S12; Yes), the ATO device 26 transmits the speed position detection information detected and output by the speed position detection section 24 The route information from the storage unit 25 to the next station read out, the driving information, the vehicle information, and the signal display information SG received by the ATC onboard vehicle 21 ), A predetermined section including an alternate position corresponding to the alternate information is set as the other section, based on the alternate position corresponding to the alternate information. Further, the ATO device 26 calculates a run curve (running curve) corresponding to the maximum speed running plan together with the setting of the another running section (step S13).

Specifically, in the case where the point P is, for example, an alternate position corresponding to the alternate information, the ATO device 26 performs a predetermined section L including the point P as a broken line in Fig. And calculates the run curve LC21 corresponding to the highest speed running plan as the section.

In this case, if the predetermined section L including the point P is the other section, if the ATO device 26 can not arrive at the next station at the predetermined time, the ATO device 26 sets the section (distance) of the predetermined section L to It is possible to shorten the running speed or increase the running speed.

For example, one pantograph 15 of the train 1 can pass through the point P in the preceding state and the other pantograph 15 is in a backward state It is also possible to configure to pass the point P.

Further, the ATO device 26 replaces the constant-speed running portion and the backward portion in the run curve LC21 corresponding to the maximum-speed running plan by another line, and the train travels to the next station with as little energy consumption as possible, A run curve corresponding to the travel plan is calculated so as to stop at a predetermined position of the next station (step S14). Specifically, for example, the run curve LC22 corresponding to the running plan as shown by the solid line in Fig. 5 is calculated.

Subsequently, the ATO device 26 transmits the reverse command DR or the second brake command B2 to the control device 13 via the control transmission device 13 based on the calculated run curve LC22, that is, And outputs it to the circuit device 12 and the brake device 51 to perform the travel according to the calculated run curve (step S15).

In this case as well, the ATO device 26 is configured so that when the reverse departure time is earlier or later than the scheduled time, or when the deviation from the run curve is greater than the preset threshold during traveling, or when the ATC on- If the signal display information SG does not coincide with the limit speed information read out from the storage means, the travel plan is calculated again from the current position, speed, and time, and based on the latest travel plan, The brake command is calculated.

Even in this case, even if the point P corresponding to the existing line position is passed through the other line, there is a possibility of detecting a new line. Therefore, the ATO device 26 determines whether or not the shutoff detection signal Sbk has been received while traveling along the run curve (step S16).

If it is determined in step S16 that the cutoff detection signal Sbk has not been received (step S16; No), the process proceeds to step S18.

When the interception detection signal Sbk is received in step S16, the ATO device 26 outputs, as the edge detection information, a position (= an alternate position) and a generation date and time And stores them in the storage unit 25 (step S17).

Even in this case, for example, up to the latest 100 pieces of edge detection information are stored.

Subsequently, the ATO device 26 determines whether or not it has arrived at the next station, which is the destination of the travel based on the travel plan calculated in the whole area (step S18).

In the determination of the step S18, if it has not yet reached the next station (step S18; "NO"), the process returns to the step S15 and the same process is repeated thereafter.

In the determination of the step S18, when it reaches the next station (step S18; Yes), the process is terminated. If the next station to be arrived is not the end point station, the process of step S11 is performed again.

As described above, according to the present embodiment, it is possible to prevent deterioration in ride comfort due to backward stroke or interruption of the regenerative braking at the occurrence of the occurrence of an overhang, and to prevent damage to the crossover caused by arc discharge and the third rail.

In the above description, the case where there are a plurality of points at which the edge detection information is stored has not been described in detail. However, there are a plurality of points (locations) at which the edge detection information is stored, If the predetermined inter-station travel time can not be maintained, the travel plan is calculated so as to take precedence over the place with the higher occurrence frequency.

As a result, it is possible to suppress backward, interruption of the regenerative braking, and arc discharge in the occurrence of the alternating-current occurrence, without generating a delay.

Instead of traveling on the opposite side of the occurrence of an alternating-current occurrence, a traveling plan is set up at an acceleration / deceleration range that can be procured by a motor other than the motor under the control of the current collector passing through the occurrence site, A reverse command may be given to the motor under the control of the power take-off device, and a reverse or break command may be given to the motor under the control of the current collector passing through the other position. In the present invention, even in the case where the motor is not actually driven in this manner, a case in which a second-run command is given to the motor under the current-collector control device that has effectively passed through the second-line position is also treated as a second-run.

As a result, even when passing through the line generation point, the entire train does not have to be traced, so that it is possible to suppress the backward stroke, the interruption of the regenerative braking, and the arc discharge while suppressing an increase in travel time.

It is also possible to configure the vehicle to travel at a speed lower than the speed at which the line is less likely to occur, instead of the second line.

In addition, the ATO apparatus transmits the edge detection information to the ground operation control center by a communication device (not shown), aggregates them at the operation management center, and transmits them to the respective trains. The train refers to the aggregated data, The plan may be calculated.

As a result, even a train that has not yet traveled a portion where the line is detected can pass the line from the beginning to the other line, so that it is possible to quickly identify the portion requiring the line-laying work on the ground side.

While several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These new embodiments can be implemented in various other forms, and various omissions, substitutions, and alterations can be made without departing from the gist of the invention. These embodiments and their modifications fall within the scope and spirit of the invention, and are included in the scope of equivalents to the invention described in the claims.

Claims (5)

A train position detecting section for detecting a running position of the train;
A storage unit for storing, as an alternative position, a traveling position of the train,
And an on-board control unit which, when the train travels on a predetermined section including the alternate position with reference to the running position of the train and the storage unit,
And the train control device. The method according to claim 1,
A drive / braking control unit for performing driving and braking control of the train and detecting that the current collecting apparatus is switched,
And outputs a control command for controlling the drive / braking control unit on the basis of the travel plan, and when it is detected by the drive / braking control unit that the power take-off unit is disconnected, An on-vehicle control unit
And the train control device. 3. The method of claim 2,
And the drive / braking control section includes a cutoff detection section for detecting, via the current collector device, that supply of electric power from the line is interrupted. The method of claim 3,
The on-road control unit sets the travel plan at an acceleration / deceleration rate within a range that can be procured from a drive motor other than the drive motor supplied with electric power from the current collector passing through the alternate position, And a control unit that gives a counter-current command to the drive motor to which electric power is supplied from the current collector,
Train control device. 5. The method according to any one of claims 1 to 4,
And a communication means for communicating with the terrestrial control apparatus,
The on-road control unit notifies the detected ground position to the terrestrial control apparatus, and the ground control unit stores the deferred position, and calculates at least one of the information of the derived position and the frequency of occurrence of the deferred And the control unit controls the second-
Train control device.

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